Railway coupler control system



Oct; 6, 1936. o. E. DE HAVEN RAILWAY COUPLER CONTROL SYSTEM Filed Feb. 29, 1932 2 Sheets-Sheet l n Rm ma Z M mm m 0 B Ev g Oct. 6, 1936. o. E. DE HAVEN RAILWAY COUPLER CONTROL SYST EM 2 sheets sheet 2 Filed Feb. 29, 1932 IN VEN TOR: 0. 5. De Hare/7,

A TTORNE Y.

Patented Oct. 6, 1936 UNITED STATES PATENT OFFICE 20 Claims.

The present invention relates to coupler operating means for railway trains, and aims to provide an improved coupler control system by which the operation of uncoupling of cars can be conveniently and effectively controlled by the engine crew, Without necessitating the presence of any operator at any time at the points of connection between the cars.

Accordingly, I have devised an improved system of control connections arranged for electric operation throughout the train and having control switches at a. central point, as in the engine cab if preferred, and adapted to carry out the coupling or uncoupling action at any point along the train, that is, between any two cars of the train. The system further comprises suitable signaling and indicator means whereby the operator may be advised of each successive step taking place, both as to the coupling and uncoupling action, and also as to the relative position of each car in the train.

It is further sought to provide a system of this character which may be installed with a minimum of expense or change in the present type of railway equipment, and adapted to utilize the air supply of the brake system as the operating medium for effecting the operation both of the coupling and uncoupling actions, as well as the indicator means.

It is a still further object of the invention to devise a remote control system of the aforesaid character which will also offer no interference with the manual control of the couplers in the usual manner where such operation should be found necessary.

The invention further comprises improvements in the form of air hose connections which are provided between the cars which will enable them to be effectively connected in either end-toend relation.

With the foregoing general objects in view, the invention will now be described by reference to the accompanying drawings illustrating one practical and efficient form of embodiment of the proposed control system, after which those features and combinations deemed to be novel will be set forth and claimed.

In the drawings- Figure l is a diagrammatic view illustrating the operating elements of the electric circuit connections in relation to the front and rear couplers of one car of a train equipped with the present system (together with the control switches and indicating and signaling means therefor) Figure 2 is an end elevation of a car showing the relative positions of the several contact elements whereby the electric circuits are made or broken through adjoining cars, together with the relative position of the air hose connections;

Figure 3 is a diagrammatic elevation showing a portion of a train with different operative positions of the circuit connecting elements indicated in full and dotted lines, respectively;

Figure 3A is an enlarged detail of the connections between cars A and B of Figure 3 and Figures 4 and 5 are enlarged details of the three-way type of valve hereinafter referred to.

Referring now to the drawings in detail, and more particularly to Figure 1, this shows a complete unit of the coupler control as applied to one car of a train, the air brake service line ID of which is connected by way of a check valve II to an air storage tank l2 for supplying the actuating medium for the coupler operation and also for actuating certain circuit-making contacts as hereinafter described. Accordingly, a pipe I4 connects the tank l2 with a cylinder l5 provided with a piston 16 and rod l1 terminating in a fork l8 for engagement with the crank l9 connected with the coupler pin 20 of what may be termed the rear coupler 2| of the car. A three-way valve 22 is located in the pipe M in advance of the cylinder I5 and provided with an operating arm 23 in position for actuation by an electromagnetor relay coil 24 in an electric circuit 25, whereby air may be admitted to the cylinder for actuating the piston in opposition to a spring 26. When the coil of said electromagnet is deenergized, the valve 22 is automatically operated by a coil spring 28 to shut off the air from the tank l2 and exhaust the air from the cylinder I5, and hence permit automatic retraction of the piston rod I! by the action of the spring 26, in an obvious manner.

A similar set of connections with equivalent parts, all indicated by primed numerals, is provided for what may be termed the front coupler 21' of the car.

To the tank I2 is also connected a pipe 30 communicating with a cylinder 32 midway between the ends of the cylinder, in which cylinder operate a pair of oppositely moving pistons 33 connected with piston rods 34 projecting slidingly through the frame members 35 at the opposite ends of the car, each rod being provided with a collar 36 and coil spring 31 operating to hold the rods normally in retracted position, with the pistons 33 in similarly retracted position within the cylinder 32. Each rod 34 also carries a pin 38 in sliding engagement with the forked end of a lever 40 having its opposite forked end in sliding engagement with the pin M on the inner end of a rod 42 operating slidingly through the frame at the corresponding end of the car. The outer ends of the rods 42 carry contact plates 44 which are connected by an electric circuit wire 45, and the outer ends of the rods 34 are similarly provided with contact plates 46 connected by an electric circuit wire 4'! having a branch conductor 48 leading to a grounded electromagnet or relay coil 49 arranged to operate the arm 59 of a three-way valve 5I (similar to the valves 22 and 22) which controls the flow of air through the pipe 30 (see Figure 4) and is maintained by a spring 52 in position for closing communication with the tank I2 with the cylinder 32 open to the outside air, until the arm 59 is actuated by said electromagnet for operating the valve for the purpose of opening up communication between the tank I2 and cylinder 32, as hereinafter more particularly explained.

When the arm 59 is actuated by the relay 49 to open the valve 5!, it is automatically latched by a detent 54 operated by a spring 55, which detent is adapted to be retracted, for unlatching said valve arm, by the action of a grounded electromagnet or relay 56 having an electric circuit connection 51 with the contact plates 44 at the front end of the car.

The wire 4'! is also connected with a wire 68 having two branches GI connected to a pair of contacts 64 and 65 provided with switch elements 62 and 63 respectively in the circuit leading ,to

the relay coil 24. Each of said switches 62, 63, is provided with a spring 66 adapted to hold the switch in open position until engaged by a finger 6'! on the corresponding piston rod 34, whereby the switch is closed and maintained closed during the retracted position of the rod as illustrated in Figure 1. Each of the piston rods 34 also carries a finger 68 adapted to be brought by the opposite movements of the rods into engagement with either of a pair of grounded switches 69 and I9, each of which is held in circuit-open position by means of a coil spring II; whereby operation of the switches by said finger 68 moves them into momentary engagement with contacts I2 and I3 in the respective branches I4 and 115 of an indicator circuit wire I6 tapped to an electric feed wire TI which connects two contact plates I8 at opposite ends of the car. Each of these contact plates I8 is carried by a plunger rod 79 suitably actuated by a. spring 89 into position for maintaining constant engagement of the contact plates between each pair of cars that are in coupled relation.

The finger 68 carried by the piston rod 34 corresponding to the front end of the car is also adapted, on initial contacting engagement of its contact plate 46 with that of the adjoining car of the train, to make grounding contact with a contact element or switch 82 in a branch wire 83 tapped onto the feed wire ii, for producing a signal as hereinafter explain-ed.

The signal mechanism and control switch connections, to be positioned at a single remote point of operation, such as in the engine cab, will now be explained. A suitable source of electric current supply is provided, such as a battery 85, suitably grounded and having its other terminal provided with a conductor 86 having one branch 81 provided with a pair of electromagnets or relays 88 and 89, and connecting with the contact plate 18 of the engine or its tender; another branch 98 provided with a switch 9| comiecting with the contact plate 44 of the engine or tender; and a third branch 92 provided with a set of switches 93, 94 and 95, arranged in parallel and connecting with the contact plate 46 of the engine or tender. The electromagnets or relays 88-89 are for the purpose of controlling a pair of valves 96 and 91 respectively, which are connected with an air supply pipe 98 (which may be connected with the air brake line) communicating with a cylinder I00 containing a piston I M carried by a piston rod I02, the outer end of which is operatively connected with an index arm I03, the pointer of which movesfaround .a graduated dial 594 numbered for the purpose of designating consecutive numbers corresponding to the number of cars in the train. Each valve is provided with an operating arm I05 and spring I06 for returning the arm to initial position when released by its electromagnet, the operation of the valve 91 admitting an impulse of air to the cylinder I00, while the momentary opening of the valve 96 (which is of a three-way type similar to the valve 5|) exhausts an equivalent amount of air from the cylinder (see Figure 5), thereby permitting retraction of the piston and piston rod therein by the action of a coil spring I01, and thus producing the opposite movements of the index arm as required for registering the successive operations of said valves.

A suitable exhaust or bleeder valve I I5 may be used to exhaust the air from the cylinder I00 when necessary forinitial'adjustment or setting the indicator arm I03.

Provision is made for the operation of the valve 9'! in response solely to closing movements of either of the switches 69, and for similarly confining the operation of the valve to the closing of either of the switches 19. For this purpose, I use marginal current relays 88 and 89 which are relatively slow and quick acting, i. e., with relatively high and low resistance windings, respectively, and adapted to operate on a corresponding difference in current values, as determined by the resistances I08 and I 09 in the respective switch circuits. To illustrate, with the relay 88 designed to operate on a current of onehalf to one ampere in a half-second of time, and relay 89 designed to operate on a current of not less than one ampere in less than a half-second of time, it will be seen that for a current of one ampere or greater the relay 89 will operate before the relay 88 has had time to operate; whereas,

for a smaller current than one ampere the relay 88 will operate but the relay 89 will not. Moreover, whenever the relay 89 does operate, the coil 88 may be cut out by causing said operation to open the contacts in the circuit as indicated at I05. A signal light IIB (with a suit-able circuit-closing relay I I0) is also included in the circuit branch 88 as shown, which light will therefore flash in response to the closing of any one of the switches referred to. It will thus be seen that whenever the cont-act plate 46 at the front end of the car is engaged by the contact plate 46 of an adjoining car (due to the outward operative movement of the piston rod carrying the latter plate 46) the initial result of such movement will be a movement of the finger 68 sufficient to engage the switch 82 and produce a flash of the light III), indicating that the front end of the car was receiving said contacting engagement. Thereafter any operation of the arm 58 for either opening or closing the valve 5| Will obviously produce corresponding operation of the switches 69 and I0 in response to the movement of the piston rods 34 in either direction, for not only flashing said signal light but also energizing the corresponding magnets or relays 88 and 89, and thus registering the successive engagements and disengagements of the contact plates 46.

In this connection it may be explained that operation of the electromagnet or relay 49 in any case is only effected by maintaining the switch 93 closed, while operation of the electromagnets or relays 24 and 24 may be selectively effected by closing of the switches 94 and respectively, while the switch 93 is open, for which purpose the relays 24 and 24' are of the same type and arrangement, i. e., relatively quick and slow acting, respectively, as the relays 89-89, and adapted to operate on relatively different current values as determined by resistances 99 and 99 connected with the said switches 94 and 95 respectively. Thus with suitably chosen current values the relay 24 will operate before the relay 24' has had time to operate, and the relay 24' will operate on a current insufficient to operate relay 24; and whenever the quick acting relay 24 does operate, the current may be shunted around the coil 24' by causing said operation to close contacts in a shunt circuit as indicated at 23'. Inasmuch as relay 49 is required to operate prior to and without operating either of the relays 2424, said relay 49 is of a still quicker acting type and designed to operate on a still smaller current value as may be determined by a suitably high resistance 99" associated with its control switch 93.

The range of movement of the rods 34 carrying the contact plates 46 is such that a projected plate 46 will engage and move rearwardly an opposed retracted plate 46 so that the corresponding finger 68 will engage and operate the corresponding switch 82.

A spring buffer 2 is carried by the front piston rod 34 between the cylinder 32 and a collar I I4 also carried by said rod, and all these parts are so proportioned and arranged that the reaction of the spring H2 will disengage the finger 68 from the switch 82 after only momentary contact hence preventing any further flashing of the light I|0 prior to the operation of the switch 69.

As already indicated, each car of a train provided with the foregoing equipment will carry a set of the connections illustrated in Figure l with the exception that the indicating and signaling instruments and control switches will be located at the point of remote control, as at the engine, since normally the engine crew will be in charge of the system. As an illustration of the operation of the system, the following will serve as a typical example, reference being had to Figures 1, 3 and 3A.

One requirement not already mentioned is that all three contact plates or elements 44, 46 and 16 of that end of the first car which was coupled to the engine will be in constant contacting engagement with those carried by the engine, as represented at the right end of Figure 3; while throughout the rest of the train the contact plates 18 between each two coupled cars will be in continuous contact for the purpose of maintaining an uninterrupted electric indicator circuit throughout the train, whereas the other pairs of contact plates 44 and 46 are intermittently engaged in consequence of the operation of the switches 9| and 93 according to the requirements of the various steps of the uncoupling operation, as carried out by operation of the switches 94 and 95, as will be explained hereinafter.

It will be seen that the purpose of the contacts 44 and circuit connections 45 is to provide a continuous coupler control circuit throughout the train for enabling the switch operator, by proper further operation of the switch 93, to select a particular pair of switches 6263 corresponding to the couplers to be operated, which is done by closing the switch 93 long enough to effect the opening of all other switches 62-63 in advance of that particular pair of said switches (that is all other switches 6253 between that point and the engine), thus establishing the requisite circuit conditions for operation of either switch 94 or switch 95 according to which end of the car is to undergo the uncoupling operation.

Referring now to Figures 3 and 3.4, it will be assumed that one of the train of cars represented, say the car G is to be spotted, or cut from the train for the purpose of switching it onto a side track. The operator will first close the switch 9| for reasons above stated, in order to form a complete circuit through the contact plates 44 and circuit wires 45; for the train might have been previously left with some of the contact elements 46 closed, in which case the closing of the switch 93 would not register such cars on the indicator dial I04, and hence the necessity of reestablishing the circuit through all the contacts 44 in order to make sure that every car will register properly each time its circuit 45 is broken at the contacts 44 (as well as, vice versa,

when said circuit is re-made on reengagernent of said contacts, as the operator closes the switch 9|). Since all circuits are always closed between the car A and the engine E, the closing of switch 9| energizes the electromagnet 56, which releases the detent 54 in case the latter is engaged with the valve lever 50, thereby releasing the pressure from the cylinder 32, so that the piston rods 34 will be subjected to the action of the springs 31.

While the carrier for the engine contact 46 will maintain it and the contact 46 of car A closed,

the operation just described will result in the separation of the contacts 46 between the cars A and B, as shown by the dotted lines in Figure 3A, and simultaneously the finger 68 will close the indicator switch 16, energizing the electromagnet 88, and opening the valve 96 which allows retraction of the indicator one point on the dial I04; the closing of this circuit also flashes the signal lamp IIU.

This same operation will take place throughout the train, bringing the indicator I03 around to zero on the dial I04, and it will be noted that this retraction of the piston rods 34 has resulted in not only the engagement of all contacts 44 in the circuit 45, but has also closed all the coupler circuit switches 62 and 63 on all the cars. Consequently, the next step is to establish a direct circuit from the switches 94-95 to the car G which is to be uncoupled, first from the car H and thereafter from the car F. This is accomplished by reestablishing the circuit 41 through the contacts 460i the successive cars, beginning with the car A and stopping as soon as car G is reached and before opening the valve 5I'in' said car G. This is accomplished in detail as follows: As soon as the switch 93 is closed (it being remembered that the contacts 46 are'always engaged between car A and the engine E) the electromagnet 49 of car A is energized and caused'to open the valve 5| to admit pressure to the cylinder 32, which actuates the pistons and causes engagement of the contacts 46 and the separation of the contacts 44 between cars A and B, as indicated by the full lines in Figure 3A. At the same time the rearwardly moving finger 68 momentarily closes the switch 69 and produces both a flash of the signal light and also opening movement of the valve 91 for actuating the indicator I93 one point on the dial; also if the front end of car B is coupled to car A (that is, with the switch or contact 82 in front of the cylinder 32 of car B), then the impact due to the engagement of the contacts 46 between cars A and B will have caused the finger 68 to close the contact momentarily through the wire 83, and produced a signal flash at HG, indicating that the front end of car B is coupled to car A.

The switch 93 is held closed until 6 is reached on the dial, indicating that the contacts 46 of cars F and G (assuming that five cars have already been indicated on the dial) are now engaged, and if there is a second flash of the lamp H9 in addition to that following the engagement of said contacts 46 of cars F and G, it will also indicate that the front end of car G is coupled to car F. This serves to info-rm the operator that by at once opening the switch 93 (to prevent operation of the electromagnet 49 and valve 5| of car G, so that the switches 62-93 of its coupler circuits will remain closed), he may now operate the switch 94 to close the circuit through the electromagnet 24 and thereby uncouple car G from car H. In the event such uncoupling action should fail for any reason, it is then possible for the operator to close the switch 93 again until car H is included in the coupler circuit 51, and the flashing of the signal light noted to determine which end of car H is coupled to car G, and then the proper switch 94 or 95 operated to uncouple car H from car G.

With the cars G and H thus uncoupled, by means of one or the other of the operations just described, the engine can now run the section of the train with car G at its end for the purpose of spotting it on the side track. Since the foregoing operation has left all the coupler circuits on these cars open, due to the open position of the switches 6263, the uncoupling of car G cannot be effected until said circuits are again closed. This is accomplished during the interval while in transit to the spotting position, by the same operation of switches 91 and 93 already described, that is, dialing back to zero while switch Si is closed, then opening switch 93 until the number 5 for car F registers onvthe dial and then uncoupling it from car G; or, continuing to dial to 6 for car G, and then uncoupling it from car F.

Essentially the same procedure is followed for the purpose of effecting any other uncoupling operation which may be desired between any two of the cars of the train. 7

While there has been illustrated and described one suitable and practical form of embodiment of the proposed system of connections and operating means therefor, it is apparent that the arrangement shown is susceptible of many variationsor modifications, all within the spirit and scope of my invention, and I desire therefore to reserve the right to make whatever changes may be deemed'fairly to fall within the scope of the following claims.

Having thus described my invention, what I claim to be new and desire to secure by Letters Patent is:

1. A train coupler system comprising a signal and indicator circuit including separable circuitconnecting elements in engagement at the coupled ends of adjoining cars, a car coupler control circuit provided with remote switch control connections and separable circuit-connecting elements in engagement at said coupled ends of the cars, and means responsive to operations of said second circuit for simultaneously actuating the first circuit to successively indicate the cars affected by said operations.

2. A train coupler system comprising a signal and indicator circuit including separable circuitconnecting elements in engagement at the coupled ends of adjoining cars, a car coupler control circuit provided with remote switch control connections and separable circuit connecting elements in engagement at said coupled ends of the cars, both sets of said connecting elements being arranged to permit contacting engagement thereof in either end-to-end relation of the several cars, and means responsive to operation of said second circuit for simultaneously actuating the first circuit for producing an indicating signal and successively registering the order of the cars as affected by said operation.

3. A train coupler system comprising coupler operating mechanisms for controlling the relation of the couplers between adjoining cars of the train, an electric circuit provided with remote switch control connections and electromagnetic means for operating the coupler mechanism of each of said cars, remote control means for selectively confining the. operation of said first circuit to the coupler mechanism of a single car of the train, and a signal and indicating circuit responsive to said control operations for registering the number of cars in advance of the car to which the action of said coupler operating mechanism is being confined.

i. A train coupler system comprising coupler operating mechanisms for controlling the relation of the couplers between-adjoining cars of the train, an electric circuit provided with remote switch control connections and electromagnetic means for operating the coupler mechanism of each of said cars, and remote control means for selectively confining the operation of said first circuit to the coupler mechanism of a single car of the train, said first circuit including means for selectively actuating the coupler connections at either end of each car of the train.

5. A train coupler system comprising coupler. operating mechanisms for controlling the relation of the couplers between adjoining cars of the train, an electric circuit provided with remote switch control connections and electromagnetic means for operating the coupler mechanism of each of said cars, and remote control means for successively breaking the coupler control circuit in the several cars from said remote control point to a given car of the train.

6. A train coupler system comprising coupler operating mechanisms for controlling the relation of the couplers between adjoining cars of the train, an electric circuit provided with remote switch control connections and branch circuits on each car having electromagnetic means for operating the coupler mechanism thereof, a switch in each branch circuit for opening and closing the same, remote control means operative for successively closing the said branch circuit switches throughout the train, and a remote'control connection operative to effect the successive opening of said switches from said remote control point to a given car of the train.

7; A train'coupler system comprising coupler operating mechanisms for controlling the relation of the couplers between adjoining cars of the train, an electric circuit provided with remote switch control connection and branch circuits on each car having electromagnetic means for operating the coupler mechanism thereof, a pair of switches in each branch circuit for opening and closing the same with reference to the front and rear couplers, respectively, remote control means operative for successively closing said branch circuit switches throughout the train and thereafter successively opening the same from said remote control point to a given car of the train, and means for selectively actuating the coupler connections at either end of said given car while the branch circuit switches thereof remain closed.

I 8. A train coupler system comprising coupler operating mechanisms for controlling the relation of the couplers between adjoining cars of the train, an electric circuit provided with remote switch control connection and branch circuits on each car having electromagnetic means for operating the coupler mechanism thereof, a pair of switches in each branch circuit for opening and closing the same with reference to the front and rear couplers, respectively, remote control means operative for successively closing said branch circuit switches throughout the train and thereafter successively opening the same from said remote control point to a given car of the train, a signal responsive to the operation of said remote control means for indicating one of the relative end-to-end positions of said given car, and means for selectively actuating the coupler connections at either end of said given car wherein said branch circuit switches are allowed to remain closed.

9. A train coupler system comprising an indicator circuit including separable circuit-connecting elements in engagement at the coupled ends of adjoining cars and also a fluid-pressure operated indicator device adapted to be actuated from the air brake line of the train, a car coupler control circuit provided with remote switch control connections and separable circuit-connecting elements in engagement at said coupled ends of the cars, and means responsive to operations of said second circuit for simultaneously actuat ing the first circuit to successively indicate the cars affected by said operations.

10. A train coupler system comprising coupler operating mechanism for controlling the relation of the couplers between adjoining cars of the train, an electric circuit provided with remote switch control connections and electromagnetic means for operating the coupler mechanism of each of said cars, and remote control means including fluid-pressure operated elements adapted to be actuated from the air brake line of the train for successively breaking the coupler control circuit in the several cars from said remote control point to a given car of the train.

11. A train coupler system comprising coupler operating mechanisms for controlling the relation of the couplers between adjoining cars of the train, an electric circuit provided with remote switch control connections and branch circuits on each car having electromagnetic means for operating the coupler mechanism thereof, a switch in each branch circuit for opening and closing the same, remote control means operaline of the train, an electric circuit provided with remote switch control connections and electromagnetic means for operating said fluid-pressure elements in thecoupler mechanism of each'of said cars, and remote control means for selectivelyconfining the operation of said first circuit to the coupler mechanism of a single car of the train, said first circuit including means for selectively actuating the coupler connection at either end of each car of the train.

13. A train coupler system comprising a signal and indicator circuit including separable circuit,- connecting elements in engagement at the coupled ends of adjoining cars, a car coupler control circuit provided with remote switch controlconnections and separable circuit-connecting elements in engagement at said coupled ends of the cars, and signaling means operative to indicate progressively in either direction the order of the cars affected by the operations of said second circuit and responding simultaneously to said operations to successively indicate the cars affected thereby.

14. A train coupler system comprising a signal and indicator circuit including separable circuitconnecting elements in engagement at the coupled ends of adjoining cars, a car coupler control circuit provided with remote switch control connections and separable circuit-connecting elements in engagement at said coupled ends of the cars, and signaling means operative to indicate the order of the cars aiTected by the operations of said second circuit and responding simultaneously to said operations to successively indicate the cars aifected thereby and including an auxiliary signaling element operating succesively to indicate each coupled relationship of adjoining cars in a predetermined end-to-end relation.

15. A train coupler system comprising a signal and indicator circuit including separable circuitconnecting elements in engagement at the coupled ends of adjoining cars, a car coupler control circuit provided with remote switch control connections and separable circuit connecting elements in engagement at said coupled ends of the cars, both sets of said connecting elements being arranged to permit contacting engagement thereof in either of the two opposite end-to-end relations of the several cars, and a signal device automatically responsive to the operative engagement of said elements in said coupler control circuit for indicating either one of the relative end-to-end positions of the cars.

16. A train coupler system comprising coupler operating mechanisms for controlling the relation of the couplers between adjoining cars of the train, an electric circuit provided with remote switch control connections and electromagnetic means for operating the coupler mechanism of each of said cars, remote control means for successively closing the coupler control circuit in the several cars from said remote control point to a given car of the train, and an indicating circuit responsive to said control operations for successively indicating the positions of the cars affected by said operations.

17. A train coupler system comprising coupler operating mechanisms for controlling the relation of the couplers between adjoining cars of the train, an electric circuit provided with remote switch control connections and electromagnetic means for operating the coupler mechanism of each of said cars, remote control means for successively breaking the coupler control circuit in the several cars from said remote control point to a given car of the train, and an indicating circuit responsive to said control operations for successively indicating the positions of the cars affected by said operations.

18. A train coupler system comprising coupler operating mechanisms for controlling the relation of the couplers between adjoining cars of the train, an electric circuit provided with remote switch control connections and electromagnetic means for operating the coupler mechanism of each of said cars, and remote control means operative either to open or close the coupler control circuit in the several cars in successive order from said remote control point to a given car in the train.

19. A train coupler system comprising coupler operating mechanisms for controlling the relation of the couplers between adjoining cars of the train, an electric circuit provided with remote switch control connections and electromagnetic means for operating the. coupler mechanism of each of said cars, remote control means operative either to open or close the coupler control circuit in the several cars in successive order from said remote control point to a given car in the train, and an indicating circuit responsive to said control operations for successively indicating the positions of the cars affected by said operations.

20. A train coupler system comprising a signal and indicator circuit including separable circuitconnecting elements in engagement at the coupled ends of adjoining cars, a car coupler control circuit provided with remote switch control connections and separable circuit connecting elements in engagement at said coupled ends of the cars, both sets of said connecting elements being arranged to permit contacting engagement thereof in either end-to-end relation of the several cars, and means responsive to the operations of said second circuit for actuating the first circuit to indicate the positions of the cars afiected by said operations and including a signal device indicating one of the relative end-to-end positions of the cars.

OTTO E. DE HAVEN. 

